Steering Control System

ABSTRACT

A steering control system for a vehicle that considers the limitations of at least one of the vehicle and the environment is contemplated. The steering control system can receive a vehicle characteristic, an environmental condition, a desired amount of turning, and a desired velocity of the vehicle. Based on some, or all of these parameters, the steering control system can determine at least one of a wheel torque, a wheel angle, a wheel camber, and a wheel suspension for a desired vehicle path to enhance vehicle performance.

FIELD OF THE INVENTION

The field of the invention is a steering control system for vehicles,and more specifically, a steering control system that considerslimitations of at least one of the vehicle and the environment.

BACKGROUND

The background description includes information that may be useful inunderstanding the present invention. It is not an admission that any ofthe information provided herein is prior art or relevant to thepresently claimed invention, or that any publication specifically orimplicitly referenced is prior art.

Steering control systems are an important component in a vehicle system.Steering control systems allow a vehicle to turn and follow a desiredcourse. For example, a conventional steering system can turn a pair offront wheels in a four-wheeled vehicle to allow the vehicle to changedirection from a straight line path.

Some have contemplated steering control systems that provide independentcontrol of at least two different wheels in a wheeled vehicle. Forexample, Ando (U.S. Pat. No. 5,388,658) discloses a vehicle controlsystem for controlling individual wheel torque and steering angle inresponse to a desired forward velocity, a desired steering angle, actualangular velocities of each controlled wheel, and other parameters. Thesystem further monitors a tire adhesion limit that modifies a commandsignal to the controlled wheels to prevent the vehicle from spinning orsliding.

In another example, Bell (U.S. Pat. No. 6,554,094) contemplates asteering control system that provides independent control of at leasttwo different wheels. Bell discloses a system that determines a desiredturning angle for each of two wheels based on a desired amount ofturning and a direction for the desired amount of turning. An electroniccontrol unit controls turning mechanisms for each of the wheels so thatthe wheels are turned independently. Similarly, Spark (WIPO Pub. No. WO03/059720) also contemplates a steering control system that providesindependent control of wheels of a vehicle.

Others have contemplated vehicle control systems that modify steeringbased on the presence of a predetermined condition. For example,Tsukasaki (U.S. Pat. No. 7,416,264) discloses a system that defines anangle of the wheels in accordance with a braking force that is appliedto the wheels when the vehicle is braking to thereby reduce the brakingdistance or the braking time. In another example, Ricci (U.S. Pat. Pub.No. 2014/0309885) discloses vehicle control system that can controland/or activate features of the vehicle (e.g., changing braking mode,changing responsiveness of steering, etc.) based on determining whetherthere is an environmental condition (e.g., rain, fog, etc.).

These and all other extrinsic materials discussed herein areincorporated by reference in their entirety. Where a definition or useof a term in an incorporated reference is inconsistent or contrary tothe definition of that term provided herein, the definition of that termprovided herein applies and the definition of that term in the referencedoes not apply.

Although the materials discussed above highlight advancements related tosteering control systems, it should be appreciated that numerousimprovements can be made to further enhance vehicle performance (e.g.,reducing wear and tear on wheels, increasing fuel efficiency). Thus,there is still a need in the art for improved steering control systems.

SUMMARY OF THE INVENTION

The inventive subject matter provides apparatus, systems, and methods inwhich a steering control system for a vehicle having a first wheel and asecond wheel can enhance vehicle performance (e.g., reducing wear andtear on wheels, increasing fuel efficiency). The steering control systemcomprises a plurality of sensors that are configured to sense anenvironmental condition, a desired amount of turning, and a desiredvelocity of the vehicle. Based on at least these sensed parameters, acalculating controller determines a correcting wheel torque and acorrecting wheel angle of at least one of the first and second wheels.An effecting controller is configured to apply the correcting wheeltorque and the correcting wheel angle to at least one of the first andsecond wheels. It should be appreciated that considering the limitationsof the vehicle and the environment before modifying the wheel angle orwheel torque substantially reduces, or even eliminates, the need to makecorrections while the vehicle is on a desired path.

In one contemplated system, the steering control system comprises anenvironmental condition sensor, a steering angle sensor, and a speedsensor. The environmental condition sensor is configured to detect anenvironmental condition (e.g., a low visibility, a low traction, atemperature, an obstruction, a high wind, and a slope of road, etc.),the steering angle sensor configured to sense a desired amount ofturning, and the speed sensor configured to sense a desired velocity ofthe vehicle. As used herein, a desired amount of turning refers to anintended modification of direction of the vehicle by a user (e.g., userturning steering wheel, steering control system receiving vector input,etc.), and a desired velocity refers to an intended modification ofvelocity of the vehicle (e.g., user pushing a gas pedal, steeringcontrol system receiving a velocity input). Thus, the desired amount ofturning and the desired velocity can collectively set a future locationfor the vehicle, and the starting position of the vehicle to the futurelocation can define a desired path. It is contemplated that each of thedesired amount of turning and the desired velocity can be a single valueor can comprise multiple values to set a more complex vehicle path.

A calculating controller can be coupled to the environmental conditionsensor, the steering sensor, and the speed sensor to receive theenvironmental condition, the desired amount of turning, and the desiredvelocity. Based on at least these parameters, the calculating controllerthereby determines a correcting wheel torque and a correcting wheelangle of at least one of the first wheel and the second wheel. As usedherein, the wheel angle refers to the angle at which a wheel is pointing(i.e., a steering angle of wheel), and the wheel torque refers to thetorque applied to turn the wheel. In other embodiments, the correctingwheel torque and the correcting wheel angle can be based on at least oneof the environmental condition, the desired amount of turning, and thedesired velocity. The environmental condition, the desired amount ofturning, and the desired velocity of the vehicle can be either sensed orreceived by the system (e.g., provided by a user, database, etc.).

The correcting wheel angle can be a set of wheel angles to be applied toat least one of the first and second wheels, or a single wheel angle tobe applied to at least one of the first and second wheels. Similarly,the correcting wheel torque can be a set of wheel torque values to beapplied to at least one of the first and second wheels, or a singlewheel torque value. For example, the correcting wheel angle and thecorrecting wheel torque can be a set of values to be applied to at leastone of the first and second wheels while the vehicle is traveling alonga desired path (which can coincide with the path to a future locationdefined by the desired amount of turning and the desired velocity or canbe a more optimal path to the future location created by the correctingwheel angle and the correcting wheel torque). Advantageously, there is areduced risk that a correction will be needed by the vehicle as ittravels along the desired path.

The environmental condition can be any number of conditions that mayimpose a burden on the vehicle. For example, the environmental conditioncan be at least one of a low visibility (e.g., rain, fog, dust, smoke,snow, etc.), a low traction (e.g., water, ice, snow, loose material,etc.), a temperature (e.g., high temperature, low temperature), aphysical obstruction (e.g., a vehicle or rock on the path), a high wind,and a slope of road. By considering environmental conditions, steeringcontrol system can determine a correcting wheel angle and a correctingwheel torque to avoid or better handle the environmental condition asthe vehicle travels along a desired path.

It is contemplated that the steering control system further receives aplurality of vehicle characteristics (i.e., properties of the vehicle),such as a weight of vehicle, a center of mass of vehicle, a distancebetween the first wheel and the second wheel, a length of the vehicle, afootprint of the vehicle, a width of the vehicle, a number of wheels ofthe vehicle, a size of the wheels of the vehicle, a steer angle range ofthe wheels of the vehicle, a steer angle speed of the vehicle, a camberrange of the wheels of the vehicle, gradeability of the vehicle, acamber speed of the wheels of the vehicle, and speed and torquecapabilities of drive motors to determine the correcting wheel torqueand the correcting wheel angle. These characteristics can be sensed orprovided by a user or a database. It is contemplated that at least onevehicle characteristic can change after at least one of the correctingwheel angle and the correcting wheel torque have been applied wherebythe steering control system can further determine a second correctingwheel angle and a second correcting wheel torque to accommodate thechanged vehicle characteristic.

The vehicle characteristics can be helpful in determining the boundariesfor at least one of a correcting wheel angle and a correcting wheeltorque. For example, calculating controller can receive the desiredamount of turning, the desired velocity, and the environmental conditionto thereby determine a correcting wheel torque and a correcting velocityfor a wheel that are within the torque capabilities and steer anglerange of the wheel to ensure that the vehicle can perform the correctingwheel torque and the correcting velocity. If a vehicle characteristicwere to change, then the steering control system can detect the changeand the calculating controller can determine a second correcting wheeltorque and a second correcting wheel angle to accommodate the changedvehicle characteristic. For example, if the vehicle has four wheels thatare each steerable, but then one wheel malfunctions, then thecalculating controller can determine a second correcting wheel torqueand a second correcting wheel angle for the remaining wheels toaccommodate the change in the number of steerable wheels. It should beappreciated that accounting for vehicle characteristics ensures that thevehicle is capable of performing the steering controls (e.g., correctingwheel angle and torque) that are produced by the steering controlsystem.

In some embodiments, the calculating controller can be configured toindependently determine (i) the correcting wheel torque and thecorrecting wheel angle for the first wheel, and (ii) a second correctingwheel torque and a second correcting wheel angle for the second wheel.In such embodiment, the effecting controller can be configured toindependently adjust (i) the first wheel to apply the correcting wheeltorque and the correcting wheel angle, and (ii) the second wheel toapply the second correcting wheel torque and the second correcting wheelangle.

Besides a correcting wheel angle and torque, it is contemplated that thecalculating controller is configured to receive the environmentalcondition, the desired amount of turning, and the desired velocity tothereby determine at least one of a correcting wheel camber and acorrecting suspension of at least one of the first wheel and the secondwheel. As used herein, a wheel camber refers to the angle between thevertical axis of a wheel and a vertical axis perpendicular to the flatground, and wheel suspension refers to a vertical movement of a wheelrelative to the chassis or vehicle body. It should be appreciated thatthe plurality of vehicle characteristics can also be received by thecalculating controller to determine the correcting wheel camber and thecorrecting suspension. The effecting controller can apply the correctingwheel camber and the correcting suspension to at least one of the firstwheel and the second wheel. It should be appreciated that adjustingwheel camber and suspension provides broader control over the vehiclethat allows fine tuning of the vehicle in order to reduce wear and tearof the wheels and optimize fuel efficiency.

Similar to correcting wheel torque and correcting wheel angle, it iscontemplated that the correcting wheel camber and the correcting wheelsuspension can each comprise a single value or multiple values that areapplied while the vehicle travels on a desired path. For example, thecorrecting wheel suspension can comprise a change in the verticalmovement of a wheel to lift the wheel from the ground to avoid aphysical obstruction on the ground, and a second change in the verticalmovement of the wheel that places the wheel back on the ground afterpassing the physical obstruction.

It is contemplated that the vehicle can have different steering modes,and the calculating controller can determine an appropriate steeringmode based on the environmental condition, the desired amount ofturning, and the desired velocity. For example, a vehicle can comprise athird and fourth wheel, and the calculating controller can determine asteering mode for the first wheel, the second wheel, the third wheel,and the fourth wheel based on the environmental condition, the desiredamount of turning, and the desired velocity. The steering mode can befront wheel steering mode, rear wheel steering mode, all-wheel steeringmode (e.g., crab steering), and zero turn mode as deemed appropriate bythe calculating controller.

In another aspect, a method of controlling a vehicle having a firstwheel and a second wheel is contemplated. The method comprises steps of(i) providing a plurality of vehicle characteristics that are specificto the vehicle, and (ii) detecting an environmental condition, a desiredamount of turning, and a desired velocity of the vehicle. A correctingwheel torque and a correcting wheel angle of at least one of the firstwheel and the second wheel is calculated based on the plurality ofvehicle characteristics, the environmental condition, the desired amountof turning, and the desired velocity. A wheel torque and a wheel angleof at least one of the first wheel and the second wheel is adjusted tothe correcting wheel torque and the correcting wheel angle of the atleast one of the first wheel and the second wheel.

As discussed above, the environmental condition can be a low visibility(e.g., rain, fog, dust, smoke, snow, etc.), a low traction (e.g., water,ice, snow, loose material, etc.), a temperature (e.g., high temperature,low temperature), an obstruction (e.g., a vehicle or rock on the path),a high wind, and a slope of road. The environmental condition, thedesired amount of turning, the desired velocity of the vehicle, and theplurality of vehicle characteristics can be either sensed or received bythe system (e.g., provided by a user, database, etc.).

The plurality of vehicle characteristics comprises at least two of aweight of vehicle, a center of mass of vehicle, a distance between thefirst wheel and the second wheel, a length of the vehicle, a footprintof the vehicle, a width of the vehicle, a number of wheels of thevehicle, a size of the wheels of the vehicle, a steer angle range of thewheels of the vehicle, a steer angle speed of the vehicle, a camberrange of the wheels of the vehicle, a camber speed of the wheels of thevehicle, and speed and torque capabilities of drive motors. It iscontemplated that a second plurality of vehicle characteristics can beprovided to thereby calculate a second correcting wheel torque and wheelangle of at least one of the first and second wheels. For example, asecond plurality of vehicle characteristics can be provided if theweight of the vehicle changes (e.g., the payload of the vehicle isincreased) to accommodate the changed characteristic of the vehicle.

It is contemplated that the center of mass of the vehicle can bemonitored to thereby calculate a correcting wheel torque and wheel angleof at least one of the first wheel and the second wheel and shift thecenter of mass of the vehicle from a first location to a secondlocation. A correcting wheel camber and suspension can also bedetermined based on the center of mass of the vehicle. It should beappreciated that the center of mass can be adjusted to reduce the riskof vehicle rollover.

In some embodiments, a deviation can be determined in at least one ofthe plurality of vehicle characteristics, the environmental condition,the desired amount of turning, and the desired velocity after the wheeltorque and the wheel angle of at least one the first wheel and thesecond wheel is adjusted. For example, the steering control system candetect an obstruction and calculate a correcting wheel angle and torquefor at least one of the wheels, but the obstruction is removed after thecorrecting wheel angle and torque are applied, such that a deviation isdetected. When a deviation is determined, a second correcting wheeltorque and a second correcting wheel angle of at least one of the firstwheel and the second wheel can be calculated to accommodate for thedeviation. The wheel torque and the wheel angle of at least of the firstwheel and the second wheel is adjusted based on the second correctingwheel torque and the second correcting wheel angle.

Various objects, features, aspects and advantages of the inventivesubject matter will become more apparent from the following detaileddescription of preferred embodiments, along with the accompanyingdrawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts an embodiment of a vehicle comprising a steering controlsystem.

FIG. 2 is an exemplary schematic of the vehicle in FIG. 1.

FIG. 3 is a graphical representation of the vehicle in FIG. 1 using thesteering control system.

FIG. 4 is a flow chart of an embodiment of a method of controlling avehicle.

DETAILED DESCRIPTION

The following discussion provides example embodiments of the inventivesubject matter. Although each embodiment represents a single combinationof inventive elements, the inventive subject matter is considered toinclude all possible combinations of the disclosed elements. Thus if oneembodiment comprises elements A, B, and C, and a second embodimentcomprises elements B and D, then the inventive subject matter is alsoconsidered to include other remaining combinations of A, B, C, or D,even if not explicitly disclosed.

As used in the description herein and throughout the claims that follow,the meaning of “a,” “an,” and “the” includes plural reference unless thecontext clearly dictates otherwise. Also, as used in the descriptionherein, the meaning of “in” includes “in” and “on” unless the contextclearly dictates otherwise.

The inventor has discovered that a steering control system can determineand apply an optimal wheel torque and wheel angle of at least one wheelin a conceptually simple and effective process to thereby reduce wearand tear on the wheels and improve fuel efficiency. A correcting wheeltorque and a correcting wheel angle of at least one of the wheels isdetermined based on at least one of an environmental condition, adesired amount of turning, a desired velocity of the vehicle, and avehicle characteristic. Preferably, the vehicle limitations (i.e., theproperties and capabilities of the vehicle) and the environmentalconditions (i.e., obstacles imposed by external environment) are used todetermine a correcting wheel torque and a correcting wheel angle that(i) the vehicle is capable of performing and (ii) will reduce the riskof failure in reaching the final destination. In other words, thesteering control system can receive desired input values (e.g., desiredvelocity and desired amount of turning) and review the limitations ofthe vehicle and the environmental condition to thereby generatecorrecting values (e.g., correcting wheel angle and correcting wheeltorque) that the vehicle is capable of performing.

Typically, the desired amount of turning and the desired velocity of thevehicle collectively set a future location of the vehicle, and thestarting location to the future location define a desired path for thevehicle. Prior to traveling on the desired path, the correcting wheeltorque and the correcting wheel angle can be applied to the wheels toavoid the need for corrections of the wheel torque and angle as thevehicle travels in its desired path (which can coincide with the path toa future location defined by the desired amount of turning and thedesired velocity or can be a more optimal path to the future locationcreated by the correcting wheel angle and the correcting wheel torque).In other words, contemplated steering control systems considerlimitations of the vehicle and the environment to establish a correctingwheel angle and correcting wheel torque for the vehicle to travel in adesired path. It is also contemplated that a correcting wheel camber andwheel suspension can also be determined to provide even greater controlof the vehicle.

In FIG. 1, a vehicle 102 comprising a steering control system is shown.Vehicle 102 comprises a first wheel 101 and a second wheel 103 coupledto a vehicle body 105. It is contemplated that first wheel 101 andsecond wheel 103 are coupled to a chassis that is coupled to vehiclebody 105. Vehicle 102 further comprises a third wheel 107 and a fourthwheel 109. Although vehicle 102 is shown as a four-wheeled vehicle, itis contemplated that vehicle 102 can comprises less wheels (e.g.,one-wheeled vehicle, two-wheeled vehicle, three-wheeled vehicle) or morewheels, or can comprise wheel that are not steerable. Furthermore, it iscontemplated that vehicle 102 can comprise a pair of continuous tracks,such that vehicle 102 is a tracked vehicle rather than a wheeledvehicle.

Vehicle 102 comprises a plurality of vehicle characteristics, which aretypically properties of vehicle 102. For example, the plurality ofvehicle characteristics can comprise a weight of vehicle 102, a centerof mass of vehicle 102, a width 111 of vehicle 102, a length 113 ofvehicle 102, a distance between first wheel 101 and second wheel 103 ofvehicle 102, and so forth. It should be appreciated that the vehiclecharacteristics are useful for understanding the limitations of vehicle102 when determining at least one of a correcting wheel torque, acorrecting wheel angle, a correcting wheel camber, and a correctingwheel suspension.

In some embodiments, the vehicle characteristics of vehicle 102 canchange. For example, a load can be placed on vehicle 102 that increasesits payload and changes the center of mass of vehicle 102. It should beappreciated that vehicle 102 can include a single load, multiple loadsof the same type, or multiple loads of various types. In someembodiments, vehicle 102 comprises a robotic arm and another load. It iscontemplated that the robotic arm can be used to move the other load soas to shift the center of mass of vehicle 102. Additionally, oralternatively, the robotic arm can act as a counterweight or can bepositioned to shift the center of mass of vehicle 102.

In another example, width 111 and/or length 113 of vehicle can expand orcontract (e.g., a rod can extend from vehicle body 105 to alter thecenter of mass of vehicle 102). Regardless of the change to vehiclecharacteristics of vehicle 102, it is contemplated that the steeringcontrol system can recognize the change and accommodate for the changeby modifying at least one of the wheel torque, the wheel angle, thewheel camber, and the wheel suspension of at least one wheel of vehicle102.

A steering control system 100 for vehicle 102 is shown in FIG. 2.Steering control system 100 comprises a plurality of sensors, including(i) an environmental condition sensor 115 that is configured to detectan environmental condition, (ii) a steering angle sensor 117 configuredto sense a desired amount of turning, and (iii) a speed sensor 119configured to sense a desired velocity of the vehicle. Suitable sensorsinclude LIDAR, ultrasound, radar, mono camera, stereo vision, 3D vision,GPS, IMU, INS, gyroscope, ultra-wide band, encoders, and active bumpers.The plurality of sensors can also comprise a proximity sensor configuredto sense a location of an object (e.g., wheel, robotic arm, obstruction)in relation to vehicle 102. For example, vehicle 102 can comprise arobotic arm that extends from vehicle body 105 and a proximity sensordisposed on vehicle body 105, such that the proximity sensor is used toinform steering control system 100 the location of the robotic arm inrelation to vehicle body 105. It should be appreciated thatunderstanding the location of the robotic arm allows steering controlsystem 100 to manipulate the position of the robotic arm to shift thecenter of mass of vehicle 102.

Viewed from another perspective, a robotic arm on vehicle 102 canreconfigure a load on vehicle 102 such that vehicle does not tip overwhen crossing uneven or sloped terrain. It should be appreciated thatthe robotic arm can also change its shape, configuration, position, ororientation on the assembly to favorably alter the center of mass ofvehicle 102.

A calculating controller 121 can be coupled to environmental conditionsensor 115, steering angle sensor 117, and speed sensor 119 to receivethe environmental condition, the desired amount of turning, and thedesired velocity. Calculating controller thereby determines a correctingwheel torque and a correcting wheel angle of at least one of first wheel101 and second wheel 103. The correcting wheel torque and the correctingwheel angle are applied to at least one of first wheel 101 and secondwheel 103 by an effecting controller 123.

Although sensors can be used to sense the environmental condition, thedesired amount of turning, and the desired velocity as shown in FIG. 2,it is contemplated that at least one of the environmental condition, thedesired amount of turning, and the desired velocity can be provided by auser or a database. For example, calculating controller 121 can becoupled to a computer that allows a user to generate inputs for adesired amount of turning and a desired velocity for calculatingcontroller 121. Additionally, or alternatively, calculating controller121 can be coupled to a mapping database and/or a weather database toreceive mapping and/or weather data (e.g., weather conditions, trafficinformation, terrain information, alternative route information, etc.).Thus, calculating controller 121 can receive inputs from a source thatis external to vehicle 102 (e.g., a signal that is sent to an autonomousvehicle) or from a source within vehicle 102 (e.g., a driver can turn asteering wheel or push on a gas pedal).

In yet another embodiment, at least one of the environmental condition,the desired amount of turning, and the desired velocity can be providedby another vehicle that is coupled to vehicle 102. In such embodiment,an information sharing scheme is contemplated whereby a plurality ofvehicles can share information directly to one another and/or to adatabase that is coupled to the plurality of vehicles. It iscontemplated that the steering control systems of each of the vehiclescan be participating in deep machine learning to further improvedeterminations of correcting wheel angle, torque, suspension, andcamber. Additionally, or alternatively, it is contemplated that vehicle102 can communicate with another vehicle or a database that logged datafrom another vehicle that already applied a correcting wheel torque anda correcting wheel angle having the same desired velocity and desiredamount of turning to determining a correcting wheel angle and torque forvehicle 102 (i.e., historical data can be used to determine a correctingwheel angle and correcting wheel torque).

As discussed above, environmental condition sensor 115 can sense anenvironmental condition. The environmental condition can include atleast one of a low visibility (e.g., rain, fog, dust, smoke, snow,etc.), a low traction (e.g., water, ice, snow, loose material, etc.), atemperature (e.g., high temperature, low temperature), an obstruction(e.g., a vehicle or rock on the path), a high wind, and a slope of road.It is contemplated that steering control system 100 can comprise asecond environmental condition sensor 125 configured to detect a secondenvironmental condition. Second environmental condition sensor 125 canbe coupled to calculating controller 121 to receive the secondenvironment condition along with the desired velocity, the desiredamount of turning, and the environmental condition. Using theseparameters, it is contemplated that calculating controller 121 candetermine the correcting wheel torque and the correcting wheel angle ofat least one of the first wheel and the second wheel, and effectingcontroller 123 can apply the correcting wheel angle and torque.

Calculating controller 121 can further receive a vehicle characteristicthat is specific to vehicle 102. For example, calculating controller 121can receive at least one of a weight of vehicle 102, a center of mass ofvehicle 102, a distance between first wheel 101 and second wheel 103,length 113 of vehicle 102, and width 111 of vehicle 102 to determine thecorrecting wheel torque and the correcting wheel angle. It iscontemplated that a vehicle characteristic comprises a weight of vehicle102, a center of mass of vehicle 102, a distance between the first wheel101 and the second wheel 103, a length of vehicle 102, a footprint ofvehicle 102, a width of vehicle 102, a number of wheels of vehicle 102,a size of the wheels of vehicle 102, a steer angle range of the wheelsof vehicle 102, a steer angle speed of vehicle 102, a camber range ofthe wheels of vehicle 102, a camber speed of the wheels of vehicle 102,and speed and torque capabilities of drive motors. Effecting controller123 can apply the correcting wheel torque and the correcting wheelangle.

Aside from wheel torque and wheel angle, it is contemplated thatsteering control system 100 can further provide a correcting wheelcamber and a correcting wheel suspension. Calculating controller 121 canreceive the environmental condition, the desired amount of turning, andthe desired velocity to thereby determine at least one of a correctingwheel camber and a correcting suspension of at least one of first wheel101 and second wheel 103. Additionally, effecting controller 123 canapply the correcting wheel camber and the correcting suspension to atleast one of first wheel 101 and second wheel 103.

It is contemplated that calculating controller 121 can independentlydetermine the correcting wheel torque and the correcting wheel angle foreach of the wheels. For example, calculating controller 121 candetermine (i) the correcting wheel torque and the correcting wheel anglefor the first wheel, and (ii) a second correcting wheel torque and asecond correcting wheel angle for the second wheel. Similarly, effectingcontroller 123 can independently adjust each of the wheels. Thus,steering control system 100 can provide precise adjustments to each ofthe wheels to improve vehicle performance based on the limitations ofthe vehicle and the environment.

It should be appreciated that calculating controller 121 can calculateat least one of a correcting wheel angle, a correcting wheel torque, acorrecting wheel camber, and a correcting wheel suspension based on anycombination of the desired velocity, the desired amount of turning, thevehicle characteristics, and the environmental condition. For example,calculating controller 121 can calculate at least one of a correctingwheel angle, a correcting wheel torque, a correcting wheel camber, and acorrecting wheel suspension based on at least one of the desiredvelocity, the desired amount of turning, the vehicle characteristics,and the environmental condition.

Effecting controller 123 can be coupled to a first motor 127 of firstwheel 101 and a second motor 129 of second wheel 103. Using first motor127 and second motor 129, effecting controller 123 can apply thecorrecting wheel angle and wheel torque to first wheel 101 and secondwheel 103. It is further contemplated that effecting controller 123 canuse first motor 127 and second motor 129 to apply a correcting wheelcamber and a correcting wheel suspension to first wheel 101 and secondwheel 103. As shown in FIG. 2, first wheel 101 is coupled to first motor127, and second wheel 103 is coupled to second motor 129. However, it isalso contemplated that a single motor can be used for both first wheel101 and second wheel 103.

In four-wheeled vehicles, a third motor 131 can be coupled to thirdwheel 107, and a fourth motor 132 can be coupled to fourth wheel 109.Similar to first motor 127 and second motor 129, effecting controller123 can apply at least one of a correcting wheel angle, a correctingwheel torque, a correcting wheel camber, and a correcting wheelsuspension to third wheel 107 and fourth wheel 109 via third motor 131and fourth motor 132. In other embodiments, it is contemplated that asingle motor can be used for first wheel 101, second wheel 103, thirdwheel 107, and fourth wheel 109 or that two motors can be used for thewheels (e.g., one motor for front wheels and other motor for rearwheels, or one motor for left wheels and other motor for right wheels).

Calculating controller 121 can further determine a steering mode forfirst wheel 101, second wheel 103, third wheel 107, and fourth wheel 109based on at least one of the environmental condition, the desired amountof turning, and the desired velocity. Additionally, it is contemplatedthat calculating controller 121 can also receive a vehiclecharacteristic to determine the steering mode. Suitable steering modesfor vehicle 102 include at least one of front wheel steering mode, rearwheel steering mode, all-wheel steering mode (e.g., crab steering), andzero turn steering mode.

It is contemplated that calculating controller 121 can determine thecorrecting wheel torque and the correcting wheel angle in real time. Insuch embodiment, environmental condition sensor 115, steering anglesensor 117, and speed sensor 119 can be continuously communicating withcalculating controller 121 in order to determine the correcting wheeltorque and the correcting wheel angle at any given time. It should beappreciated that calculating controller 121 can also continuouslycommunicate with a source of vehicle characteristics to account forvehicle limitations. In other embodiments, calculating controller 121can incrementally determine the correcting wheel torque and thecorrecting wheel angle at pre-determine time intervals. For example,calculating controller 121 can determine the correcting wheel torque andthe correcting wheel angle every 1/1000 of a second, 1/100 of a second,1/10 second, 1 second, and so forth.

It should be appreciated that correcting wheel camber and correctingwheel suspension can also be determined by calculating controller 121 inreal time or at pre-determined time intervals. Thus, calculatingcontroller 121 can revise at least one of the correcting wheel torque,the correcting wheel angle, the correcting wheel camber, and thecorrecting wheel suspension in real time or at pre-determined timeintervals based on at least one of the desired amount of turning,desired velocity of vehicle 102, environmental condition, and vehiclecharacteristic that is received.

As discussed above, calculating controller 121 can communicate witheffecting controller 123 to apply the correcting wheel torque, thecorrecting wheel angle, the correcting wheel camber, and the correctingwheel suspension. The communication between calculating controller 121and effecting controller 123 can also be in real time or atpre-determined time intervals to thereby apply at least one of thecorrecting wheel torque, the correcting wheel angle, the correctingwheel camber, and the correcting wheel suspension to improve performanceof vehicle 102.

In some embodiments, a second plurality of vehicle characteristics thatare specific to the vehicle are provided by a sensor or input by a useror database. It is contemplated that a second plurality of vehiclecharacteristics can be provided when a change has occurred to at leastone vehicle characteristic of vehicle 102. For example, payload ofvehicle 102 may change when a load is modified, the shape of vehicle 102can change when a rod extends from vehicle body 105 to shift the centerof mass, the distance between the wheels can change when one or bothwheels are extended from vehicle body 105, or when a length betweenfirst wheel 101 and second wheel 103 changes.

In some instances, a change to vehicle 102 can occur after at least oneof a correcting wheel angle, correcting wheel torque, correcting wheelcamber, correcting wheel suspension is applied, which thereby creates asecond plurality of vehicle characteristics. Calculating controller 121can calculate a second correcting wheel torque and a second correctingwheel angle of at least one of first wheel 101 and second wheel 103based on the second plurality of vehicle characteristics, anenvironmental condition, a desired amount of turning, and a desiredvelocity. The second correcting wheel torque and wheel angle can beapplied by effecting controller 123 to at least one of first wheel 101and second wheel 103. It is contemplated that second correcting wheeltorque and wheel angle can replace a previously applied first correctingwheel torque and angle. Additionally, a second correcting wheel camberand a second correcting wheel suspension can also be determined basedthe second plurality of vehicle characteristics, an environmentalcondition, a desired amount of turning, and a desired velocity.

Aside from a change in a vehicle characteristic, it is also contemplatedthat steering control system 100 can further monitor and determine adeviation or change in at least one of the environmental condition, thedesired amount of turning, and the desired velocity after the wheeltorque and the wheel angle of at least one first wheel 101 and secondwheel 103 is adjusted. For example, a deviation can be detected when anenvironmental condition changes (e.g., an obstruction moved after acorrecting wheel torque and angle are applied, a low traction comprisingloose material is cleared, etc.) or a vehicle characteristic changes(e.g., payload is modified, wheels are added to vehicle 102, etc.), or adeviation can be detected when at least one of a desired amount ofturning, a desired velocity, an environmental condition, and a vehiclecharacteristic changes by a defined percentage. For example, it iscontemplated that a deviation is detected when at least one of thedesired amount of turning, the desired velocity, the environmentalcondition, and the vehicle characteristic changes by 0.1%-1%, 1%-10%,10%-25%, or 25%-50%.

A second correcting wheel torque and a second correcting wheel angle ofat least one of first wheel 101 and second wheel 103 can be calculatedby calculating controller 121 to accommodate for the deviation, andeffecting controller 123 can adjust the wheel torque and the wheel angleof at least of first wheel 101 and second wheel 103 based on the secondcorrecting wheel torque and the second correcting wheel angle. It iscontemplated that a second correcting wheel camber and a secondcorrecting wheel suspension can also be calculated to accommodate thedeviation.

FIG. 3 shows a graphical representation of vehicle 102 having steeringcontrol system 100 along a path. In position (A), vehicle 102 detectsvarious environmental conditions, including a first obstruction 133, asecond obstruction 135, and a low traction condition 137. As discussedabove, vehicle 102 can receive an environmental condition using anenvironmental condition sensor. Furthermore, vehicle 102 receives adesired amount of turning and a desired velocity to travel down a path(e.g., a path from point (A) to a point beyond second obstruction 135).The desired amount of turning and desired velocity can be sensed viasensors that sense action taken by a driver of vehicle 102 in turning asteering wheel and pushing on a gas pedal. It is also contemplated thatthe desired amount of turning and desired velocity can be in the form ofa velocity and vector input from a user. Nonetheless, steering controlsystem 100 is made aware of a desired future location for vehicle 102.

Steering control system 100 can also consider vehicle characteristics ofvehicle 102. For example, a plurality of vehicle characteristics thatare specific to vehicle 102 can be provided by sensors, a database, oruser input. A calculating controller of steering control system 100 canreceive the environmental conditions (first obstruction 133, secondobstruction 135, and low traction condition 137), the desired amount ofturning, the desired velocity, and the plurality of vehiclecharacteristics to determine a correcting wheel torque and a correctingwheel angle of at least one of first wheel 101 and second wheel 103. Itis contemplated that the correcting wheel torque and the correctingwheel angle take into account vehicle limitations and the environment tocalculate the most efficient manner to operate vehicle 120 along a path.In other words, steering control system 100 anticipates adjustments towheel torque and wheel angle that are needed as vehicle 102 travelsalong a path, and applies these pre-calculated adjustments as vehicle102 travels along the path.

It should be appreciated that the calculating controller can alsodetermine a correcting wheel camber and wheel suspension based on theenvironmental conditions (first obstruction 133, second obstruction 135,and low traction condition 137), the desired amount of turning, thedesired velocity, and the plurality of vehicle characteristics. Thus,steering control system 100 provides a higher degree of control overeach of first wheel 101, second wheel 103, third wheel 107, and fourthwheel 109 to accommodate limitations of the vehicle or the environment.

In position (B), steering control system 100 of vehicle 102 has steeredvehicle 102 away from first obstruction 133 and second obstruction 135.A correcting wheel angle and a correcting wheel torque have been appliedto at least one of first wheel 101 and second wheel 103. It iscontemplated that a correcting wheel angle and a correcting wheel torquecan be independently determined and applied to each of first wheel 101,second wheel 103, third wheel 107, and fourth wheel 109. Furthermore, itis contemplated that a correcting wheel camber and a correcting wheelsuspension can be independently determined and applied to each of firstwheel 101, second wheel 103, third wheel 107, and fourth wheel 109.Thus, each of the wheels can be controlled to maximize vehicle 102performance.

The calculating controller can determine a plurality of a correctingwheel angle, wheel torque, wheel camber, and wheel suspension for eachof first wheel 101, second wheel 103, third wheel 107, and fourth wheel109. In such embodiment, a user or steering control system 100 canchoose from the plurality of correcting wheel angle, wheel torque, wheelcamber, and wheel suspension for vehicle 102. For example, calculatingcontroller can determine a first correcting wheel angle, wheel torque,wheel camber, and wheel suspension for each of first wheel 101, secondwheel 103, third wheel 107, and fourth wheel 109 that avoids firstobstruction 133, second obstruction 135, and low traction condition 137,but user can override the first correcting wheel angle, wheel torque,wheel camber, and wheel suspension with a second correcting wheel angle,wheel torque, wheel camber, and wheel suspension whereby vehicle 102passes over first obstruction 133.

As discussed above, it is also contemplated that calculating controllercan determine a second correcting wheel angle, wheel torque, wheelcamber, and wheel suspension based on a deviation or change of at leastone of an environmental condition, a desired velocity, a desired amountof turning, and a vehicle characteristic. For example, if firstobstruction 133 were to shift positions, steering control system ofvehicle 102 can detect a deviation (e.g., the changed position of firstobstruction 133) in an environmental condition and calculate at leastone of a second correcting wheel angle, a second correcting torque, asecond correcting wheel camber, and a second correcting wheel suspensionbased on the deviation. In another example, a load can be applied tovehicle 102 after the correcting wheel torque, correcting wheel angle,correcting wheel camber, and correcting wheel suspensions is applied,which is detected as a deviation to thereby allow calculating controllerto calculate at least one second correcting wheel angle, wheel torque,wheel camber, and wheel suspension to accommodate the deviation.

In position (C), vehicle 102 is passing between first obstruction 133and second obstruction 135, and low traction condition 137. It should beappreciated that each of first wheel 101, second wheel 103, third wheel107, and fourth wheel 109 can receive a correcting wheel angle, wheeltorque, wheel camber, and wheel suspension determined in position (A),which steers vehicle 102 between the various environmental conditions(first obstruction 133, second obstruction 135, and low tractioncondition 137) with no need to make a correction while vehicle 102 is onroute. Thus, steering control system 100 anticipated the variousadjustments to wheel angle, wheel torque, wheel camber, and wheelsuspension in view of the limitations of vehicle and the environment(first obstruction 133, second obstruction 135, and low tractioncondition 137) to determine a correcting wheel angle, wheel torque,wheel camber, and wheel suspension prior to traveling down a path so asto reduce, or eliminate, the need for calculating correcting wheelangle, wheel torque, wheel camber, and wheel suspension while on thepath.

In another aspect, a method 400 of controlling a vehicle a first wheeland a second wheel is contemplated. In step 401, a plurality of vehiclecharacteristics that are specific to the vehicle are provided. Anenvironmental condition, a desired amount of turning, and a desiredvelocity of the vehicle are detected in step 403. It should beappreciated that sensors can be used to detect the environmentalcondition, the desired amount of turning, and the desired velocity. Inother contemplated embodiments, the environmental condition, the desiredamount of turning, and the desired velocity can be provided by a user(e.g., in the form a velocity and a vector) or a database.

It is contemplated that a desired amount of turning and a desiredvelocity of the vehicle correspond to a desired future location forvehicle. Furthermore, the plurality of vehicle characteristics cancomprise at least two of a weight of vehicle, center of mass of vehicle,a distance between the first wheel and the second wheel, a length of thevehicle, and a width of the vehicle to determine the correcting wheeltorque and the correcting wheel angle.

In step 405, a correcting wheel torque and a correcting wheel angle ofat least one of the first wheel and the second wheel is calculated basedon the plurality of vehicle characteristics, the environmentalcondition, the desired amount of turning, and the desired velocity.Additionally, or alternatively, at least one of a correcting wheelcamber and a correcting suspension of at least one of the first wheeland the second wheel can be calculated based on the plurality of vehiclecharacteristics, the environmental condition, the desired amount ofturning, and the desired velocity as shown in step 406.

In contemplated embodiments, each of the correcting wheel angle, thecorrecting wheel torque, and the correcting wheel camber can beindependently calculated based on the plurality of vehiclecharacteristics, the environmental condition, the desired amount ofturning, and the desired velocity. For example, a correcting wheeltorque and wheel angle can be calculated for a first wheel, and a secondcorrecting wheel torque and wheel angle can be calculated for the secondwheel as shown in step 408.

In step 407, a wheel torque and a wheel angle of at least one of thefirst wheel and the second wheel can be adjusted based on the correctingwheel torque and the correcting wheel angle of the at least one of thefirst wheel and the second wheel. It is contemplated that motors on eachwheel can be used to adjust the wheel torque and wheel angle.Additionally, it is contemplated that a wheel camber and a wheelsuspension can be adjusted based on a correcting wheel camber and acorrecting wheel suspension.

In some embodiments, the vehicle characteristics that are specific tothe vehicle can change. As discussed above, a change in vehiclecharacteristics can occur when the vehicle receives a load or when thevehicle changes shape. In step 409, a second plurality of vehiclecharacteristics that are specific to the vehicle are provided, and asecond correcting wheel torque and a second correcting wheel angle of atleast one of the first wheel and the second wheel is calculated based onthe second plurality of vehicle characteristics, the environmentalcondition, the desired amount of turning, and the desired velocity.Furthermore, it is contemplated that the wheel torque and the wheelangle of at least of the first wheel and the second wheel is adjustedbased on the second correcting wheel torque and the second correctingwheel angle.

Similarly, a center of mass of the vehicle can be monitored via asensor. At least one of a correcting wheel torque, a correcting wheelangle, a correcting wheel camber, and a correcting wheel suspension ofat least one of the first wheel and the second wheel can be calculatedto thereby shift the center of mass of the vehicle from a first locationto a second location. This can be favorable when the second location forthe center of mass reduces the risk of rollover for the vehicle. Forexample, the calculating controller can determine a correcting wheelangle and a correcting wheel torque for at least two wheels, such as tocause the vehicle to shift the center of mass to enable the vehicle toskid to a desired location.

Additionally, or alternatively, the steering control system can monitorfor other deviations of at least one of the plurality of vehiclecharacteristics, the environmental condition, the desired amount ofturning, and the desired velocity as shown in step 411. Typically, adeviation is detected after the wheel torque and the wheel angle of atleast one the first wheel and the second wheel is adjusted, such that afurther adjustment is recommended to accommodate the deviation. Thefurther adjustment is preferably in the form of at least one of a secondcorrecting wheel torque, wheel angle, wheel camber, and wheel suspensionto at least one of the first wheel and the second wheel to accommodatefor the deviation. The wheel torque and the wheel angle of at least ofthe first wheel and the second wheel is adjusted based on the secondcorrecting wheel torque and the second correcting wheel angle. Forexample, a first correcting wheel torque and a first correcting wheelangle are adjusted to a second correcting wheel torque and a secondcorrecting wheel angle to accommodate for the deviation.

While many of the embodiments described above are with respect towheeled vehicles, it should be appreciated that the steering controlsystem can also be incorporated in a tracked vehicle. For example, atracked vehicle can detect an environmental condition, a desired amountof turning, and a desired velocity to thereby calculate a correctingtrack speed for at least one of a first continuous track and a secondcontinuous track. As discussed above, the environmental condition, thedesired amount of turning, and the desired velocity can be detectedusing sensors or can be received by a database or user input.Alternatively, the steering control system can be applied to awheeled-vehicle having no steerable wheels, such that the steeringcontrol system determines correcting wheel torques to skid steer thevehicle to a desired location.

Additionally, it is contemplated that the steering control system can beapplied to a watercraft vehicle. In such embodiment, the watercraftvehicle can detect an environmental condition (e.g., obstructions in thewater, heavy waves, storm, etc.), a desired amount of turning, and adesired velocity to thereby determine a correcting rudder angle. Each ofthe environmental condition, the desired amount of turning, and thedesired velocity can be monitored to determine whether there is adeviation. The deviation can be caused by a user modification to one ofthe desired amount of turning or desired velocity, or by a change in theenvironmental condition. For example, a correcting rudder angle can bedetermined for a watercraft, but an upcoming storm has moved into thepath of the watercraft, which is detected by the steering control systemto thereby determine a second correcting rudder angle for thewatercraft.

Similarly, it is contemplated that the steering control system can beapplied to aircraft (e.g., airplanes, unmanned aerial vehicle, etc.). Insuch embodiment, the aircraft can detect an environmental condition(e.g., obstruction in its path, heavy turbulence, etc.), a desiredamount of turning, and a desired velocity to thereby determine acorrecting steering angle. Depending on the type of aircraft, thecorrecting steering angle can be an adjustment of ailerons, or anadjustment of a rudder and/or thrust vectoring to modify the course ofthe aircraft.

Also, as used herein, and unless the context dictates otherwise, theterm “coupled to” is intended to include both direct coupling (in whichtwo elements that are coupled to each other contact each other) andindirect coupling (in which at least one additional element is locatedbetween the two elements). Therefore, the terms “coupled to” and“coupled with” are used synonymously.

It should be apparent, however, to those skilled in the art that manymore modifications besides those already described are possible withoutdeparting from the inventive concepts herein. The inventive subjectmatter, therefore, is not to be restricted except in the spirit of thedisclosure. Moreover, in interpreting the disclosure all terms should beinterpreted in the broadest possible manner consistent with the context.In particular the terms “comprises” and “comprising” should beinterpreted as referring to the elements, components, or steps in anon-exclusive manner, indicating that the referenced elements,components, or steps can be present, or utilized, or combined with otherelements, components, or steps that are not expressly referenced.

1. A steering control system for a vehicle having a first wheel and acenter of mass, comprising: an environmental condition sensor that isconfigured to detect an environmental condition; a steering angle sensorconfigured to sense a desired amount of turning; a speed sensorconfigured to sense a desired velocity of the vehicle; a sensorconfigured to sense a first vehicle characteristic; a calculatingcontroller coupled to the environmental condition sensor, the steeringangle sensor, the sensor, and the speed sensor, and configured toreceive the environmental condition, the desired amount of turning, thefirst vehicle characteristic, and the desired velocity to therebydetermine a correcting wheel torque and a correcting wheel angle of thefirst wheel; an effecting controller configured to apply the correctingwheel torque and the correcting wheel angle to the first wheel; andwherein the first vehicle characteristic is a change in a shape of thevehicle that alters the center of mass of the vehicle.
 2. The steeringcontrol system of claim 1, wherein the environmental condition is atleast one of a low visibility, a low traction condition, a temperature,a physical obstruction, a high wind condition, and a slope of road. 3.The steering control system of claim 1, further comprising a secondenvironmental condition sensor that is configured to detect a secondenvironmental condition, and wherein the calculating controller iscoupled to the second environmental condition sensor and is furtherconfigured to receive the second environment condition to therebydetermine the correcting wheel torque and the correcting wheel angle ofthe first wheel.
 4. (canceled)
 5. The steering control system of claim1, wherein the vehicle further comprises a second wheel, and the firstwheel and the second wheel are each steerable, and wherein the change inthe shape of the vehicle comprises at least one of (i) extending thefirst wheel from a body of the vehicle, (ii) extending the second wheelfrom the body of the vehicle, (iii) expanding or contracting a width ofthe body of the vehicle, and (iv) expanding or contracting a length ofthe body of the vehicle.
 6. The steering control system of claim 1,wherein the vehicle comprises a second wheel, and wherein thecalculating controller is configured to independently determine (i) thecorrecting wheel torque and the correcting wheel angle for the firstwheel, and (ii) a second correcting wheel torque and a second correctingwheel angle for the second wheel.
 7. The steering control system ofclaim 6, wherein the effecting controller is configured to independentlyadjust (i) the first wheel to apply the correcting wheel torque and thecorrecting wheel angle, and (ii) the second wheel to apply the secondcorrecting wheel torque and the second correcting wheel angle.
 8. Thesteering control system of claim 1, wherein the calculating controlleris configured to incrementally determine the correcting wheel torque andthe correcting wheel angle at pre-determine time intervals.
 9. Thesteering control system of claim 1, wherein the calculating controlleris further configured to receive the environmental condition, thedesired amount of turning, and the desired velocity to thereby determineat least one of a correcting wheel camber and a correcting suspension ofthe first wheel.
 10. The steering control system of claim 9, wherein theeffecting controller is further configured to apply the at least one ofthe correcting wheel camber and the correcting suspension to the firstwheel.
 11. The steering control system of claim 1, wherein the vehiclefurther comprises a second wheel, a third wheel and a fourth wheel, andwherein the calculating controller is further configured to receive theenvironmental condition, the desired amount of turning, and the desiredvelocity to thereby determine a steering mode for the first wheel, thesecond wheel, the third wheel, and the fourth wheel.
 12. The steeringcontrol system of claim 1, further comprising a first motor coupled tothe effecting controller and the first wheel, wherein the first motor isconfigured to modify at least one of a wheel angle, a wheel torque, awheel camber, and a wheel suspension of the first wheel.
 13. A method ofcontrolling a vehicle having a first wheel and a center of mass,comprising: detecting an environmental condition, a desired amount ofturning, a change in a shape of the vehicle that alters the center ofmass of the vehicle, and a desired velocity of the vehicle; calculatinga correcting wheel torque and a correcting wheel angle of the firstwheel based on the change in the shape of the vehicle, the environmentalcondition, the desired amount of turning, and the desired velocity; andadjusting a wheel torque and a wheel angle of the first wheel based onthe correcting wheel torque and the correcting wheel angle of the firstwheel.
 14. The method of claim 13, wherein the environmental conditionis at least one of a low visibility, a low traction condition, atemperature, an obstruction, a high wind condition, and a slope of road.15. The method of claim 13, wherein the vehicle comprises a secondwheel, and the first wheel and the second wheel are steerable, andwherein the change in the shape of the vehicle comprises at least one of(i) extending the first wheel from a body of the vehicle, (ii) extendingthe second wheel from the body of the vehicle, (iii) expanding orcontracting a width of the body of the vehicle, and (iv) expanding orcontracting a length of the body of the vehicle.
 16. The method of claim13, further comprising calculating at least one of a correcting wheelcamber and a correcting suspension of the first wheel based on thechange in the shape of the vehicle, the environmental condition, thedesired amount of turning, and the desired velocity.
 17. The method ofclaim 13, wherein the vehicle comprises a second wheel, and furthercomprising independently calculating (i) the correcting wheel torque andthe correcting wheel angle of the first wheel, and (ii) a secondcorrecting wheel torque and a second correcting wheel angle of thesecond wheel based on the change in the shape of the vehicle, theenvironmental condition, the desired amount of turning, and the desiredvelocity.
 18. The method of claim 13, further comprising: providing aplurality of vehicle characteristics that are specific to the vehicle;calculating a second correcting wheel torque and a second correctingwheel angle of the first wheel based on the plurality of vehiclecharacteristics, the environmental condition, the desired amount ofturning, and the desired velocity; and adjusting the wheel torque andthe wheel angle of the first wheel based on the second correcting wheeltorque and the second correcting wheel angle.
 19. The method of claim13, wherein the vehicle comprises a second wheel, and further comprisingmonitoring the center of mass of the vehicle, and calculating thecorrecting wheel torque and the correcting wheel angle of at least oneof the first wheel and the second wheel to thereby shift the center ofmass of the vehicle from a first location to a second location.
 20. Themethod of claim 13, further comprising: determining a deviation in atleast one of the change in the shape of the vehicle, the environmentalcondition, the desired amount of turning, and the desired velocity afterthe wheel torque and the wheel angle of the first wheel is adjustedbased on the correcting wheel torque and the correcting wheel angle;calculating a second correcting wheel torque and a second correctingwheel angle of the first wheel to accommodate for the deviation; andadjusting the wheel torque and the wheel angle of at the first wheelbased on the second correcting wheel torque and the second correctingwheel angle.
 21. A method of controlling a vehicle having a first wheeland a center of mass, comprising: detecting a change in the center ofmass of the vehicle; calculating a correcting wheel torque and acorrecting wheel angle of the first wheel based on the change in thecenter of mass of the vehicle; and adjusting a wheel torque and a wheelangle of the first wheel based on the correcting wheel torque andcorrecting wheel angle of the first wheel.